e.[/quote] for me it's just the time and $$$. and the time i get as a licensed SP can go to a private.[/quote]

Actually, not necessarily. Depends on whether you're traing in a standard category airplane or LSA and what flavor of flight instructor you use.

In any case, most of the time toward a SP certificate should count toward the PPL.

MTV

If the CFI is a PPL CFI the training time and time after licensing can count to get a PPL... if the CFI is a SP CFI the time from training and after does not count to a PPL

This is true - but all your solo time counts - as does all of your solo time after you receive your SP certificate. In reality, there are 15 dual hours that you need to make up with a PPL CFI as you transition from SP. And since you have another 20 hours to meet the 40 hours minimum - it is fairly easy to do (long night xcountry, instrument nav, radio nav, towered airport ops) . If you are current and comfortable in your plane, it will be an easy transition.

Since there are very, very few cfi-s only instructors out there - and they are not likely to be doing beginning primary instruction - it's mostly a non-issue.

ExperimentalAviator wrote:If the CFI is a PPL CFI the training time and time after licensing can count to get a PPL... if the CFI is a SP CFI the time from training and after does not count to a PPL

"as does all of your solo time after you receive your SP certificate."...?

He means that time alone in the airplane counts toward PPL solo requirements even after he's received his SP cert.

My first airplane was a Champ and I loved that little plane. It started out with a 65hp motor and I upped that to an 85 and that made it a damn nice airplane. Plenty of power. Plus there is an STC that lets you keep the small tail with anything up to 85 horse. I also had a 5 gal aux tank added to each wing. I sold my RV-4 and built my S6 simply because I missed that Champ so much. I never felt more comfortable in any airplane than I did in that Champ.

You'll have to get use to the adverse yaw though. It's not like flying a Cessna. You have to keep the wings level with rudders, not the stick. You get used to it. Also lead your turns with rudder or else you just end up sliding back and forth in your seat. You find the sweet spot eventually and it becomes second nature.

You won't regret going with a Champ!

svanarts, do you know how much wight the 85hp added

The (non electric) 65 through 90 hp Continentals are very close in weight. The -12 engines have provisions for starters and generators/alternators. Those engines are a bit heavier.

There is no down side to switching from a 65 to an 85 or a 90.

MTV

how close in weight...?

Within 5 pounds of each other.

Av8r3400 wrote:Within 5 pounds of each other.

wow that is closer than what i thought...

svanarts wrote:
You'll have to get use to the adverse yaw though. It's not like flying a Cessna. You have to keep the wings level with rudders, not the stick. You get used to it. Also lead your turns with rudder or else you just end up sliding back and forth in your seat. You find the sweet spot eventually and it becomes second nature.

it is a 1940's plane

svanarts wrote: Plus there is an STC that lets you keep the small tail with anything up to 85 horse.

You'll have to get use to the adverse yaw though. It's not like flying a Cessna. You have to keep the wings level with rudders, not the stick. You get used to it. Also lead your turns with rudder or else you just end up sliding back and forth in your seat. You find the sweet spot eventually and it becomes second nature.
You won't regret going with a Champ!

I thought the C85 had to have the bigger dorsal? I learn something knew every day. In any case, I got my TW endorsement in a 7BC. It was a dash 8 engine and had to be hand propped. It had been on floats and had this great big right side door that I've never seen another one like it. I have an idea it was out of rig somehow as the power on stall led to an instant right hand spin whether the ball was centered or not. During my checkout I did one and the instructor couldn't believe it so he did one too. Then we did about four more just to be sure. Yup. I wonder why it does that?. The Luscombe is a far better airplane to play around those regimes with.

I liked the Airknocker a lot and would love to have one today.

Yeah, originally you had to have the dorsal. But the STC let's you get away with up to 85 HP with no dorsal. You do have to add some clamp on supports to the cockpit tubing near the firewall for the C85 engine. So it is a bit heavier but sorry, don't remember how much. My C85 was actually easier to hand prop than the 65 was.

Here is a link to an old page I set up back when I had my Champ: http://www.oocities.org/svanarts/index3.htm

There are some links there to AD and STC that were available at the time.

In any case, I got my TW endorsement in a 7BC. It was a dash 8 engine and had to be hand propped. It had been on floats and had this great big right side door that I've never seen another one like it.[/quote]

Was the door hinged at the top, and open upward? If so, that was a seaplane mod, which kept the door out of the way for hand propping from a float deck. It's essentially the same door as stock, with the hinge point changed from the front if the door to the top of it. A good mod in any configuration.

MTV

mtg wrote:

mister701 wrote:In any case, I got my TW endorsement in a 7BC. It was a dash 8 engine and had to be hand propped. It had been on floats and had this great big right side door that I've never seen another one like it.

Was the door hinged at the top, and open upward? If so, that was a seaplane mod, which kept the door out of the way for hand propping from a float deck. It's essentially the same door as stock, with the hinge point changed from the front if the door to the top of it. A good mod in any configuration.

MTV

Yup that was it. It had been on floats.

Judging by the responses, i'd say that a 7AC would be a good plane for me